Hydraulic controller for a continuously variable transmission

ABSTRACT

A hydraulic controller ( 10, 10   a,    10   b ) comprising a power part that is supplied by a high-pressure pump ( 42 ), and a control part and connecting lines is proposed. According to the invention, a low-pressure pump ( 64 ) is provided for the control part. This has an advantageous effect on leakage and fuel consumption.

BACKGROUND OF THE INVENTION

The invention provides a hydraulic controller for a continuously variable transmission. DE 195 19 162 A1 makes such a hydraulic controller known that comprises a power part and a control part. Just one pump is provided in this hydraulic controller that supplies the power part on the one hand and the control part on the other. A high-pressure pump must therefore be provided in order to perform both functions. Since higher pressures therefore exist, especially at the control inputs of the valves, this leads to high leakage rates. This also results in increased fuel consumption.

SUMMARY OF THE INVENTION

The hydraulic controller according to the invention has the advantage, on the other hand, that fewer leaks occur and fuel consumption decreases. It is especially advantageous to use a high-pressure pump and a low-pressure pump. It is also appropriate if an additional pressure limiting valve is installed after the throttle position.

Further advantages and advantageous further developments of the hydraulic controller according to the invention arise out of the description.

BRIEF DESCRIPTION OF THE DRAWINGS

Design examples of the invention are presented in the drawing and explained in greater detail in the subsequent description.

FIG. 1 shows a first design example of a hydraulic controller,

FIG. 2 shows a second design example of a hydraulic controller, and

FIG. 3 shows a third design example of a hydraulic controller.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1, as the first design example, shows the cutout of a hydraulic controller 10 for a continuously variable transmission 12. The hydraulic controller 10 is used preferably during a failure of the electric power supply to an electrohydraulic controller of the continuously variable transmission 12. It is also feasible, however, to use the hydraulic controller 10 for normal operation of the transmission 12.

The present design example concerns a so-called twin V-pulley belt wrap transmission, which is also referred to as a variator or CVT transmission. It is also feasible, however, that, instead of a twin V-pulley belt wrap transmission, another continuously variable transmission is used, such as a bevel friction wheel planetary transmission or the like. The transmission 12 includes a first and a second adjusting device 14, 16. The first adjusting device 14 is arranged on a drive-end shaft, and the second adjusting device 16 is arranged on a drive-end shaft of the transmission 12. The transmission 12 encompasses two V-pulleys, between which a means of transmission 18, such as a steel thrust belt, a chain, a V-belt or something like that is situated. Each of the two V-pulleys comprises two V-pulley halves 20, 21, 22, 23, which are designed in such a way that they can be loaded against each other using hydraulic forces. The piston and cylinder parts required for this are preferably integrated at least in one part of the V-pulley halves 20, 23. The respective operating pressure is applied to the delivery chambers enclosed by these parts, on the primary side of at least one delivery chamber 24 and on the secondary side of the delivery chamber 26, according to the set transmission ratio. The effective surface of the delivery chamber 24 of the first adjusting device 14 is usually greater than the effective surface of the delivery chamber 26 of the second adjusting device 16. Transmissions also exist that include two delivery chambers in a first adjusting device, whereby, again, a greater effective surface is produced overall.

If the primary-side V-pulley halves 20, 21 are close to each other and the secondary-side V-pulley halves 22, 23 are far apart from each other, the means of transmission 18 runs on a large radius on the primary side, and on a small radius on the secondary side. As a result, the gear ratio of the transmission 12, i.e., the ratio of the input speed to the output speed, is large, with the greatest value referred to here as “overdrive”. If the primary-side V-pulley halves 20, 21 are far apart from each other and the secondary-side V-pulley halves 22, 23 are close to each other, the means of transmission runs on a small radius on the primary side, and on a large radius on the secondary side. As a result, the gear ratio of the transmission 12, i.e., the ratio of the input speed to the output speed, is low, with the lowest value referred to here as “low”.

A supply line 28 is connected to the delivery chamber 24 of the first adjusting device 14, and a supply line 30 is connected to the delivery chamber 26 of the second adjusting device 16. The supply line 28 for the delivery chamber 24 of the first adjusting device 14 is connected to a working port A of a valve 32 for normal operation. Valve 32 for normal operation in the present design example is a control valve, whereby a proportional valve or a shift valve are also feasible. The valve 32 has two control settings I, II. A spring 34 is situated at a control input S1, and a magnetic acutation is provided at a second control input S2, whereby an electrohydraulic actuation is also possible. In the first control setting I, the working port A is connected with a pressure port D. A tank port T is closed in this case. In the second control setting II, the working port A is connected with the tank port T, and the pressure port D is closed. If the second control input S2 is not activated, the valve 32 is brought into control setting I due to the elastic force of the compression spring 34.

The valve 32 for normal operation is installed after a valve 36 which is used at least for emergency operation, and for normal operation if necessary. It is also possible that valve 36 is installed after the valve 32. In the present design example, the pressure port D of the valve 32 for normal operation is connected to a working port A of valve 36 for this purpose by way of an intermediate line 38. A connecting line 40 runs from a pressure port D of valve 36 to the supply line 30 for the delivery chamber 26 of the second adjusting device 16.

The supply line 30 is connected with at least a first pump 42 to act upon the delivery chambers 24, 26. The first pump 42 is a high-pressure pump. The pressure range delivered by the first pump 42 lies in a range of approximately 4 to 80 bar. This pressure range is necessary for the sufficient supply to delivery chambers 24, 26, so that the transmission ratio of the transmission 12 can be altered and sufficient contact pressure of V-pulley halves 20, 21, 22, 23 is still available on the means of transmission 18. The first pump 42 is therefore connected with the delivery chambers 24, 26 of the first and second adjusting device 14, 16 by way of the supply lines 30, 28—the intermediate line 38 and the connecting line 40 are also supply lines in this sense—to alter the transmission ratio of the transmission 12. In this respect, the supply line 30 also applies hydraulic fluid to the delivery chamber 24.

The supply line 30, at the least, is connected with a pressure port D of a pressure limiting valve 44. In the present design example, this takes place by way of a line 46. A spring 34 is situated at the first control input S1 of the pressure limiting valve 44. An electrical or hydraulic actuation and a return line 48 that is connected with the line 46 or directly with the supply line 30 are provided at the second control input S2.

In emergency operation, the valve 36 serves to control the pressure in the delivery chamber 24 of the first adjusting device 14, and it can be controlled in known fashion with a pressure drop created at a throttle position 50. The valve 36 is connected with the delivery chamber 24 of the first adjusting device 14 by way of the at least one intermediate line 38 which is connected to the working port A of valve 36. In a first control setting I, moreover, the pressure port D is connected with the working port A and, therefore, the delivery chamber 46 is connected with the pump 42. On the side of the pressure port D, valve 36 also has a drainage port A′, which is closed in the first control setting I of the valve 36. A first control input S1 of the valve 36 is acted upon by a first control line 52, and a second, opposing control input S2 is acted upon by a second control line 54. In addition, a spring 34 is provided at this second control input S2. The first control line 52 is connected with a hydraulic line 56 that is situated in the delivery direction before the throttle position 50. The throttle position 50 is preferably arranged in a switch-over valve 58. In this regard, the first control line 52 in the delivery direction is also connected before the switch-over valve 58. The switch-over valve 58 has two shift positions I and II. A spring 34 is provided at the first control input of the switch-over valve 58, and an electrical or hydraulic actuation is provided at the second control input S2. The switch-over valve 58 has at least one first pressure port D1 and a first working port A1 that are connected with each other in the first shift position I by way of the throttle position 50 and in the second shift position II by way of a basically pressure drop-free connection.

The hydraulic line 56′ installed in the delivery direction after the throttle position 50 and the switch-over valve 58 is connected in an advantageous manner with a second pressure port D2 of the switch-over valve 58 by way of a control line 54′. The second pressure port D2 is connected with a second working port A2 of the switch-over valve 58 in the first shift position I of the switch-over valve 58. The second working port A2 is connected with the second control input S2 of the valve 36 by way of the second control line 54. The second pressure port D2 is closed in the second shift position II of the switch-over valve 58. Furthermore, the switch-over valve 58 includes a tank port T that is closed in the first shift position I and is connected with the second working port A2 in the second shift position II of the switch-over valve.

For emergency operation it is important that the first control line 52 connected in the delivery direction before the switch-over valve 58 is provided and connected with the first control input S1 of the valve 36, and that the second control line 54, 54′ is situated in the delivery direction after the switch-over valve 58, which second control line 54, 54′ is connected with the second control input S2 of the valve 36. It is advantageous hereby that the second control line 54′ and the hydraulic line 56′—both of which are installed after the switch-over valve 58 and the throttle position 50 in the delivery direction—are connected with the second pressure port D2 of the switch-over valve 58.

A branching line 60 is provided that is connected with the first supply line 28 and is therefore connected with the delivery chamber 24 of the first adjusting device 14. The branching line 60 is connected to a third pressure port D3 of the switch-over valve 58. The third pressure port D3 is connected with a third working port A3 in the first shift position I and is closed in the second shift position II. The third working port A3 is connected with the second control input S2 of the pressure limiting valve 44 by way of a line 62, and with the tank port T of the switch-over valve 58 in the second shift position II of the switch-over valve 58. In this manner, the pressure of the delivery chamber 24 of the first adjusting device 14 can be directed to the second control input S2 of the pressure limiting valve 44. The pressure can thereby be regulated in the delivery chamber 26 and indirectly in the delivery chamber 24, which makes it possible to prevent especially high pressures that damage the means of transmission 18.

The throttle position 50 and the switch-over valve 58 are installed after an at least second pump 64 that creates a lower pressure range than the first pump 42. The second pump is a so-called low-pressure pump that can create a pressure range of approximately 2 to 7 bar. The first pump 42 thus serves to supply the delivery chambers 24, 26, where high pressures are required, and the second pump 64 serves to supply the valves 36, 58, with which the pressure in the delivery chambers 24, 26 are controlled. In fact, it is also possible to apply the high pressure level of the pump 42 to the hydraulic line 56 and, therefore, the valves 36, 58. By using the second pump 64—which can be a pump that is already present—much smaller leakage rates occur, however. As a result, the valves 36, 58 can be dimensioned more favorably as well. A further result of this is that fuel consumption decreases.

An additional pressure limiting valve 66 is installed after the throttle position 50 and the switch-over valve 58 by way of the hydraulic line 56′. As a result of this arrangement, the pressure level at the control inputs of the valve 36 can also be regulated in an advantageous manner.

For the park P, reverse R, neutral N and forward driving D operating states, a device designed as a shift valve 68 is provided, whereby it is a manual shift valve in the present design example. It is entirely common and basically known to use a valve for the operating states named. Instead of a device of this type, however, it is also feasible to provide another device or multiple devices for the park P, reverse R, neutral N and forward driving D operating states. For example, a separate valve can be provided for each operating state, or electromotive actuators can also be used, for instance, that take on the functions of the shift valve 68. The use of the shift valve 68 is very favorable, however, because, as a result, just one device is required for the park P, reverse R, neutral N and forward driving D operating states. The shift valve 68 has at least four shift positions P, R, N, D for the respective park P, reverse R, neutral N and forward driving D operating states. There are situations in which a vehicle having a transmission 12 described at the beginning includes even further transmission ratios that are realized, for instance, using pairs of gear wheels that gear down. This can provide advantages on step inclines or with loads, for instance. As a result, it can be possible that multiple forward gears are present for the forward driving operating state. They are referred to here collectively using the term forward driving D. If the shift valve 68 also shifts additional forward gears, they can be realized, for instance, using additional shift positions D1, D2, etc., 1, 2, etc., 1, 3, or 2, 4, etc.

The shift valve 68 includes at least one first port A1 and an opposing, second port A2. The second port A2 leads to a low pressure level, e.g., tank T, or it can also be designed directly as a tank port T. In the shift positions R and D, the first and the second ports A1, A2 are connected with each other and they are closed in the shift positions P and N, which is also possible in the shift position R as an alternative. It is also feasible that the first and second ports A1, A2 are connected with each other in the shift position P. Multiple additional functions can also be performed in a simple manner using the ports A1, A2.

In the second control setting II of the valve 36, the intermediate line 38 at working port A of the valve 36 is connected with the discharge port A′ of the valve 36. The discharge port A′ is connected with the first port A1 of the shift valve 68 by way of a line 70 in which a throttle 72 is preferably situated.

In normal operation, i.e., when an electrical power supply is available for an electrohydraulic controller of the continous transmission 12, the switch-over valve 58 is located in shift position II due to the electrical or hydraulic actuation at the second control input S2. In this case, the working ports A2, A3 are connected with the tank port T. The second control line 54 and the line 62 are emptied through this. Now the limiting pressure of the pressure limiting valve 44 can be altered by way of the electrical or hydraulic actuation at the second control input S2. As a result, the pressure in the supply line 30 and, therefore, in the delivery chamber 26 of the second adjusting device 16, is adjusted by way of the pressure limiting valve 44. The pressure is varied hereby in such a way that sufficient contact pressure is available for the means of transmission 18. The pressure is as low as possible, however, so that the means of transmission 18 is not subjected to unnecessary wear.

Since the second control line 54 is also connected with the tank port T of the switch-over valve 58, the valve 36 is brought into the first control setting I as a result of the pressure in the hydraulic line 56 and the first control line 52 that acts upon the first control input S1 of the valve 36. The pressure present at the control line S1 is adjusted by the additional pressure limiting valve 66. Since the second pump 64 is a low-pressure pump, only very small leakage rates occur at the valve 36. Simpler and more cost-effective components can thereby be used for the hydraulic controller 10 in an advantageous manner.

The oil feed and oil drainage in the delivery chamber 24 of the first adjusting device 14 are adjusted using the valve 32 for normal operation, by way of which the transmission ratio of the transmission 12 can be altered. The corresponding control setting I, II is adjusted by the electrical or hydraulic actuation at the second control input S2 and the elastic force of the spring 34 at the first control input S1.

In emergency operation, i.e., during a failure of the electrical power supply to the electrohydraulic controller of the continuous transmission 12, the switch-over valve 58 is brought into shift position I by way of the elastic force of the spring 34 at the first control input S1. As a result, the pressure in the delivery chamber 24 of the first adjusting device 14 is present at the second control input S2 of the pressure limiting valve 44 by way of the supply line 28, the branching line 60, the third pressure port D3, the third working port A3 of the switch-over valve 58 and the line 62. This results in an adjustment or alteration of the pressure in the delivery chamber 26 of the second adjusting device 16 that is a function of the transmission ratio, which pressure is present by way of the supply line 30 and the line 46 at the pressure port D of the pressure limiting valve 44.

The valve 32 for normal operation is brought into the control setting I in emergency operation by way of the elastic force of the spring 34 at the first control input S1. The adjustment of the pressure in the delivery chamber 24 of the first adjusting device 14 is now carried out by way of the valve 36. The control settings I, II of the valve 36 are hereby adjusted by way of the pressures present at the first control input S1 and the second control input S2. The pressures are hereby determined by the pressure drops present at the throttle position 50. This pressure drop is, once again, a function of the rate of oil flow that flows through the hydraulic line 56, 56′. The oil flow rate is determined by the delivery rate of the second pump 64 which, in turn, is a function of the rotational speed of the pump. Since the pump 64 is driven by an engine, especially an internal combustion engine, the pressure drop at the throttle position 50 is a function of the engine speed. At a high engine speed, the valve 36 is brought into the control setting I due to the oil pressure in the first control line 52—which also over compresses the spring 34—which is higher than the oil pressure in the second control line 54. The same pressures are thereby present in the delivery chambers 24, 26. Since the delivery chamber 24 of the first adjusting device 14 has a greater effective surface than the delivery chamber 26 of the second adjusting device 16, the transmission 12 takes on a gear ratio that goes in the direction “overdrive”, whereby the engine speed is decreased again if necessary.

At low engine speeds, the valve 36 moves into the control setting II, whereby oil can flow out of the delivery chamber 24 of the first adjusting device 14. The oil flows hereby from the discharge port A1 of the valve 36 through the line 70 to the first working port A1 of the shift valve 68. In the shift positions R and D, which correspond to the reverse R and forward driving D operating states, the oil can flow to the tank T by way of the second port A2. The oil does not necessarily have to drain to the tank T. It is sufficient if it is directed to a pressure that is lower than the delivery chamber 24 or to a lower pressure level, so that it can drain off. In an alternative design of the shift valve 68 described previously, this takes place only in the shift position D. By selecting the size of the throttle 72 accordingly, the speed at which the transmission 12 takes on a gear ratio that moves in the “low” direction can be influenced in a simple manner. This speed is adjusted to values that are comfortable for the driver.

If the shift valve 68 is in the shift position P or N, the port A1 is closed. If the valve 36 is hereby in the second control setting II, the intermediate line 38 is blocked. Oil can therefore not escape from the delivery chamber 24 of the first adjusting device 14 by way of the intermediate line 38 and the supply line 28. As a result, the gear ratio of the transmission 12 cannot be adjusted in the “low” direction. If the vehicle is shifted from the shift position D into the shift position N at a high driving speed, for instance, the clutch disengages. If, as a result, the engine speed also drops to idling speed, for instance, the pressure drop decreases at the throttle position 15, whereby the valve 36 is brought into control setting II. If a tank were situated at the discharge port A1, for instance, oil could flow out of the delivery chamber 24 of the first adjusting device 14. The gear ratio of the transmission 12 would thereby move in the “low” direction. If the vehicle were then shifted into shift position D again and the clutch were engaged, the engine would have to suddenly turn very fast, which would be expressed as a roaring of the engine, for instance. This is prevented in an advantageous manner by the blocking of the intermediate line 38 in the P or N operating states or the corresponding shift positions of the shift valve 68 and in the second control setting II of the valve 36.

Instead of blocking the intermediate line 38 and, therefore, the delivery chamber 24 by way of the shift valve 68, other measures are also possible. When the vehicle is shifted into the N operating state, the clutch of the vehicle is disengaged. By using a signal that represents the disengaged state, the intermediate line 38 or else the supply line 28—which also functions as an intermediate line in this case—can be blocked by an additional shift valve that shifts through in one shift position and blocks in another shift position. This can occur, for instance, in that the control pressure of basically known hydraulic clutches is utilized to shift this additional valve. It is also feasible that an adjustment of the gear ratio of the transmission 12 in the “low” direction in emergency operation is possible only in the shift position D of the shift valve 68 or only in the D operating state. If means are provided that ensure that shifting can take place only in shift position D when the vehicle is at a standstill, this adjustment of the transmission 12 can also be made possible in this shift position or in this operating state. It is thereby also possible to start the vehicle in a transmission ratio that is perhaps more favorable for the vehicle.

It is naturally understood that the valve 32 for normal operation can also be eliminated completely, and control of the transmission 12 is performed only by way of the valve 36 in normal operation.

A fundamental point about the first design example is that additional means are provided that prevent an adjustment of the transmission 12 in the “low” direction only in the neutral operating state. Such an adjustment in the reverse R operating state is possible as well, however. If a device is provided that makes the park P operating state or the shift position P of the shift valve 68 possible only when the vehicle is at a standstill, the adjustment can take place here as well. The additional means are basically the connection of the working port A with the discharge port A′ of the valve 36 in the control setting II and the line 70, which are connected with a lower pressure or pressure level or a tank T in the corresponding operating states of forward driving D and, if necessary, reverse R, and, possibly, park P. An adjustment of the gear ratio of the transmission 12 in the “low” direction is to be prevented in the neutral N operating state in particular.

For a more detailed description of the function of the hydraulic controller 10 in emergency operation with regard for the alteration of the transmission ratio of the transmission 12, in particular concerning the behavior of the valve 36 as a function of the pressure drop at the throttle position 50 and the pressure limiting valve 44, express reference is made for the rest to the disclosure of DE 195 19 162 A1.

A second design example of a hydraulic controller 10 a is shown in FIG. 2. The hydraulic controller 10 a differs only slightly from the hydraulic controller 10. The pumps 42, 64, the pressure limiting valves 44, 66, the switch-over valve 58, the shift valve 68, the valve 32 for normal operation, and the transmission 12 are therefore designed as described previously for FIG. 1. FIG. 2 does not include the line 70. Otherwise, all the lines are the same in FIG. 1 and FIG. 2.

A valve 36 b is provided instead of the valve 36. The valve 36 b includes a first control input S1 and a second control input S2, which are also acted upon by the first control line 52 and the second control line 54. A spring 34 is also provided at the second control input S2. In the first control setting I, the pressure port D is connected with the working port A. In the second control setting II, the pressure port D and the working port A are closed.

A line 54 is connected to the port A1 of the shift valve 68. A throttle 72 is also situated in the line 74. The line 74 is connected to the line 62 that leads to the second control input S2 of the pressure limiting valve 44. In the first shift position I of the switch-over valve 58, the line 74 is therefore connected with the branching line 60. A fundamental point hereby is that the branching line 60 is connected to the intermediate line 38 or the supply line 28, which branching line 60 is connected with the first port A1 of the shift valve 68, whereby the connection in the present design example takes place by way of the lines 62, 74. A throttle 72 is preferably provided before the port A1 of the shift valve 68. The first port A1 of the shift valve is closed in the shift positions P and N, whereby the point is a closing in shift position N in particular, and first port A1 of the shift valve is connected by way of a second port A2 with a low pressure level, e.g., a tank T, in the shift positions R and/or D.

If, in emergency operation, the valve 36 b is in control setting I, the transmission 12, as also described in FIG. 1, can take on a higher transmission ratio and the engine can take on a lower speed. The working port A is closed in the control setting II of the valve 36 b, whereby the intermediate line 38 or the supply line 28 is blocked. In the shift positions R and D of the shift valve 68, oil can thus flow to the tank T by way of the supply line 28, the branching line 60, the lines 62, 74, and the shift valve 68. Due to the valve 36 b, the transmission 12 in emergency operation can take on one higher transmission ratio at the most in shift positions P and N. The valve 36 b has the advantage that it is very simply designed. Otherwise, the sequences are the same as described previously for FIG. 1.

A fundamental point regarding the second design example, moreover, is that additional means are provided that prevent an adjustment of the transmission 12 in the “low” direction only in the forward driving operating state. Such an adjustment is also possible in the reverse operating state, however. If a device is provided that makes the park P operating state or the shift position P of the shift valve 68 possible only when the vehicle is at a standstill, the adjustment can take place here as well. The additional means are basically the lines 60 and 74, which are connected with a lower pressure or pressure level or tank T in the corresponding operating states of forward driving D and, if necessary, reverse R, and, possibly, parking P. An adjustment of the gear ratio of the transmission 12 in the “low” direction is to be prevented in the neutral N operating state in particular.

A third design example of a hydraulic controller 10 b is shown in FIG. 3. The pumps 42, 64, the pressure limiting valves 44, 66, the switch-over valve 58, the valve 32 for normal operation and the transmission 12 are designed the exactly the same and connected with each other as described previously in the first design example and for FIG. 1. The line 70 shown in FIG. 1 is not included.

A valve 36 b is used instead of the valve 36 shown in FIG. 1. The valve 36 b includes two control settings I, II. In the first control setting I, a pressure port D is connected with a working port A. In the second control setting II, the pressure port D and the working port A are closed. The valve 36 b has a first control input S1, which is connected with the first control line 52. A spring 34 and the second control line 54 are connected at a second control input S2 which faces the first control input S1 and reacts to it when acted on by pressure. The valve 36 b also includes yet a third control input S3, to which a third control line 76 is connected. A pressure present at a third control input S3 therefore functions like a pressure present at the first control input SI. Both pressures react to a pressure created at the second control input S2 and the elastic force of the spring 34.

The third control line 76 is connected to the first port A1 of the shift valve 68 b. In the shift positions P, R, N, the first port A1 is connected with the second port A2. In the shift position D, the first port A1 is connected with a tank port T, the second port A2 is hereby closed, which can also be provided in the shift position R. If means are provided that make the P operating state or the shift position P of the shift valve 68 possible only when the vehicle is at a standstill, this can also be provided in the P operating state or in the P shift position of the shift valve 68 b.

A line 78 that is connected with the second control line 54 is connected at the second port A2 of the shift valve 68 b. A connecting line 80 is provided between the second control line 54 and the line 62. A throttle 82 is preferably provided in the connecting line 80.

In the third design example, it is therefore provided that the branching line 60 is attached to the intermediate line 38 or the supply line 28, which branching line 60 is connected with the hydraulic line 56′ and the second control line 54, 54′. The lines 60, 54, 54′ are installed after the throttle position 50 in the delivery direction. A throttle 82 is situated in the connecting line 80. Moreover, a line—in this case the second control line 54—branches between the throttle 82 and the throttle position 50, which leads to the second control input S2 of the valve 36 b.

It is further provided that a line—in the present design example, the line 78 that branches off from the second control line 54—is connected between the throttle 82 and the throttle position 50, which leads to the second port A2 of the shift valve 68 b, which is connected with the first port A1 in the shift positions P and N, and in R if necessary, to which the control line 76 is connected, which is connected with the third control input S3 of the valve 36. The third control line 76 is connected with a third control input S3 of the valve 36 b. Finally, the first port A1 is connected with a tank port T in the shift position D.

An adjustment of the gear ratio of the transmission 12 in the “low” direction takes place in this design example, for instance, only in the D operating state or in the shift position D. The pressure in the delivery chamber 24 of the first adjusting device 14 is hereby directed to the pressure port D of the additional pressure limiting valve 66 by way of the supply line 28, the branching line 60, the switch-over valve 58, the throttle 82, the second control line 54 and the hydraulic line 56′. The pressure of the delivery chamber 24 of the first adjusting device 14 which is present at throttle 82, is reduced by the throttle 82 in such a way that the required oil volume can drain by way of the pressure limiting valve 66 to adjust the transmission 12 in the “low” direction. The size of the throttle 82 is thereby to be designed as a function of the required or desired speed for the adjustment of the transmission 12.

In the P, R, N shift positions or operating states, pressure is applied to the third control input S3 of the valve 36 b by way of the third control line 76 and the line 78, whereby the speed at which the valve 36 b closes is markedly reduced and an undesired adjustment of the gear ratio of the transmission 12 in the “low” direction when the engine is idling is prevented. The pressure of the delivery chamber 24 of the first adjusting device 14 reduced by the throttle 82 is present hereby at the second control input S2 as well as at the third control input S3 of the valve 36 b. The resultant compressive forces counteract each other. The compressive force that results from the pressure present at the first control input S1 also counteracts the compressive force present at the second control input S2. Since oil can escape from the delivery chamber 26 by way of the pressure limiting valve 66, especially at low engine speeds, the compressive forces must be designed so that the valve 36 b is brought into the control position I when adjustment of the gear ratio of the transmission 12 in the “low” direction begins, whereby a high pressure created by the first pump 42 is again directed to the delivery chamber 24 of the first adjusting device 14. The gear ratio of the transmission 12 is thereby adjusted in the “overdrive” direction again.

A fundamental point about the third design example, moreover, is that additional means are provided that prevent adjustment of the transmission 12 in the “low” direction only in the forwards driving operating state. Such an adjustment is also possible in the reverse R operating state as well, however. If a device is provided that makes the park P operating state or the P shift position of the shift valve 68 b possible only when the vehicle is at a standstill, the adjustment can take place here as well. The additional means are basically the lines 60, 54, 56, 82, which are connected with the pressure limiting valve 66 in the corresponding operating states of forward driving D and, if necessary, reverse R, and, possibly, park P. An adjustment of the gear ratio of the transmission 12 in the “low” direction is to be prevented in the neutral N operating state in particular.

Overall, the point about the hydraulic controllers 10, 10 a, 10 b is that the hydraulic controllers 10, 10 a, 10 b comprise a power part which, in the design examples, basically includes the transmission 12 and is supplied by a first pump 42, and a control part which, in the design examples, basically includes the throttle position 50 and the valve 36, 36 a, 36 b, whereby connecting lines are also provided. According to the invention, a second pump 64 is provided for the control part, which creates a lower pressure range than the at least first pump 42. 

What is claimed is:
 1. A hydraulic controller for a continuously variable transmission, comprising a power part; at least one pump supplying said power part and provided to act upon delivery chambers of a first and second adjusting device to alter a transmission ration of the transmission; a control part; connecting lines; at least one valve available to control a pressure in the at least one delivery chamber of the first adjusting device which is controllable using a pressure drop created at a throttle position; at least one second pump provided for the control part that creates a lower pressure than the at least first pump, the throttle position being installed in a delivery direction after the at least second pump, whereby said throttle position is affected by said at least second pump.
 2. A hydraulic controller as defined in claim 1, wherein the power part includes a transmission, and the control part includes a throttle position and a valve.
 3. A hydraulic controller as defined in claim 1, wherein the at least first pump is a high-pressure pump and the at least second pump is a low-pressure pump.
 4. A hydraulic controller as defined in claim 1, wherein the at least first pump creates the pressure range of 40-80 bar and the at least second pump creates a pressure range of 2-7 bar.
 5. A hydraulic controller as defined in claim 1, and further comprising a pressure limiting valve installed after the throttle position. 